DE102006000346B4 - Machine control device and control method - Google Patents

Abstract

An engine speed control apparatus provided in a vehicle power management system including an engine controller (103), a generator controller (104), and an auxiliary equipment controller (121), the engine controller (103) controlling a machine (101) including a generator (102), an auxiliary equipment (120) and driving a vehicle, wherein the generator (102) generates electricity and supplies electricity to a battery (108) and a plurality of power consumers (a1, a2, a3, b1, b2, b3), the generator control means (104) controls the generator (102), the auxiliary equipment control device (121) controls the auxiliary device (120), and the engine speed control device performs feedback control such that the engine speed substantially coincides with a target value, the engine speed control device being characterized by: an electric power generation A calculation unit (105) for calculating a requested power generation (P) of the generator (102), and an engine speed changing unit (229) for evaluating a tendency of power generation based on the requested power generation (P), wherein the engine speed change unit (229) increases the engine speed when the engine revolution speed changing unit determines that the power generation tends toward a shortage, and the engine revolution speed changing unit requests a reduction in the engine revolution speed when the engine revolution speed changing unit determines that the power generation tends to be excessive, wherein the engine speed change unit determines Engine speed change unit (229) a first ratio of one of the requested ...

Description

The present invention relates to a machine control apparatus and a control method.

An engine of a vehicle generates a torque for generating a driving force for driving the vehicle and for driving a generator and an auxiliary device such as a compressor for an air conditioner.

In an example of a first control, in an engine in an idle running state, in general, a feedback control is performed to maintain the idle speed at a constant speed. In this idling operation of the first control, a target speed for the idling operation is set depending on a turn-on and turn-off signal of a compressor.

In an example of a second control described in the publications JP-A-2003-269216 and JP-A-2004-68664 is published, a controller increases the idle speed of a machine for boosting a generated electric power using an electric generator when the controller detects a low voltage or a reduction of the remaining capacity of a battery due to a lack of performance of the electric generator.

According to the first control, the idle rotation speed is controlled by operating only one intermittent ON and OFF signal of a controlled device such as the auxiliary device. Thus, in the first control, the idle speed is controlled irrespective of the states of the non-controlled devices such as the engine, the generator, and other devices. Consequently, controllability may not necessarily be optimal. For example, drive torque of the generator and other devices may act in an opposite manner upon actuation of the intermittent on and off signals of the controlled devices in the idle mode. In the first control adverse effects due to the opposite effects are not taken into account, so that as a result, the idle speed can be operated lossy. Further, the engine speed can not be increased rapidly from the idle speed.

According to the second control, the controller may not provide an instruction to increase the engine speed until the controller detects the decrease in the battery state of charge (battery charge level). Therefore, a reduced engine speed can be maintained, and such a continuously too low engine speed adversely affects the life of the battery. In consideration of this adverse influence, the engine speed may be changed depending on a small change in the battery state of charge. In this case, the control response of the control may become extremely fast, and as a result, the control tends to be vibrated.

Each of the first and second control systems is based on a comparatively simple structure. For example, the engine speed will be changed depending on input parameters such as an interruption of the utility and the battery state of charge. In these simple arrangements, the effect achieved is limited by the controls.

The publication DE 101 45 270 A1 describes an energy management device for energy management in a vehicle. This device comprises a prediction unit for determining a power reserve or overload DP in an energy network of the vehicle. The power reserve or overload DP is calculated from various inputs such as a current power generation value and a maximum power generation value of a generator.

The publication US 2005/007 68 85 A1 discloses an adaptive idle control for an internal combustion engine wherein the idle speed is adjusted to a current power demand.

The publication US 2005/014 01 43 A1 discloses a control device for an electric generator of a motor vehicle, the citation describing the relationship between power, torque and speed.

In view of the foregoing and other problems, it is an object of the present invention to provide a machine control apparatus for controlling at least an electric power generation and an engine torque. Another object of the present invention is to provide a method of controlling the machine.

This object is achieved by a machine speed control device according to claim 1 and alternatively by a control method according to claim 11.

The foregoing and other objects, features and advantages of the present invention will become more apparent from the following detailed description of the invention with reference to the accompanying drawings. Show it:

1 FIG. 2 is a block diagram illustrating an energy control system according to an embodiment; FIG.

2 FIG. 3 is a block diagram showing the control blocks of the engine control system according to the embodiment; FIG.

3 FIG. 10 is a block diagram illustrating a power generation control block of the power management system according to the embodiment; FIG.

4 FIG. 4 is a block diagram illustrating a compressor control block of the power management system according to the embodiment; FIG.

5 and 6 graphs respectively showing a relationship between a requested rotation speed ng and a generation torque ratio r in an engine speed control of the power management system;

7 FIG. 4 is a flowchart illustrating a power generation control according to a first example; FIG.

8th FIG. 4 is a flowchart for illustrating a power generation control according to a second example; FIG.

9 . 10 and 11 diagrams for respectively illustrating a relationship between the requested rotation speed ng and the generation torque ratio r according to the control exemplified,

12 FIG. 4 is a flowchart for illustrating a power generation control according to a third example; FIG.

13 and 14 Flowcharts for illustrating a power generation control according to a modified example, and

15 a block diagram illustrating an energy control system according to a modified embodiment.

(Embodiment)

A vehicle power management system will be described below with reference to FIG 1 described.

A machine 101 is with an electric generator 102 and a compressor 120 connected by means of a belt. The compressor 120 is intended for air conditioning of a vehicle. The electric generator 102 is in connection with a battery 108 , Load control devices 106a and 106b , and other load control devices (not shown) via a power supply line 111 , thereby forming a power supply system.

A machine control device 103 controls the machine 101 , an electric generator control device 104 , a power supply control device 105 an air conditioning control device (auxiliary device control device) 121 , and a vehicle control device 113 , The electric generator control device 104 controls the electric generator 102 , The power supply control device 105 controls the power supply system. The air conditioning control device 121 controls an air conditioner including the compressor 120 , The vehicle control device 113 controls various operations or measures, such as driving the vehicle.

Each of these controllers includes, for example, a microcomputer. The controllers are provided for communicating with one another over a communication network illustrated with double-width solid lines. In particular, a bus (electric power information bus) 109 being able to provide communication between the electric generator control means 104 , the machine control device 103 , the power supply control device 105 and the load control devices 106a and 106b , A serial communication line 112 is able to communicate between the electric generator 102 and the electric generator control device 104 to build. A serial communication line 114 is able to communicate between the compressor 120 and the air conditioning control device 121 provide. A torque information bus 115 is capable of communication for the vehicle control device 113 , the machine control device 103 and the air conditioning control device 121 provide. Different communication systems may be used to transfer data and signals between the respective controllers.

The machine control device 103 controls the machine 101 on the basis of information transmitted by sensors and external devices (not shown). The sensors are provided for detecting different states of the machine 101 and to indicate the operating status of the machine 101 , The machine control device 103 transmits information obtained by the sensors and the external devices as well as results of the internal calculation of the engine control device 103 and other facilities.

The electric generator control device 104 controls the generation of electric power, which is done using the electric generator 102 , and on the basis of one of the electric generator 102 transmitted information, as well as by the power supply control means 105 and the engine control device 103 transmitted commands. The electric generator control device 104 transmits a state of the electric generator 102 and results of the internal calculation of the electric generator control device 104 to the machine control device 103 and the power supply control device 105 , The power supply control device 105 forms a communication with the machine control device 103 , the electric generator control device 104 and the load control devices 106a and 106b for calculating a required amount of electric current on the basis of the states of the respective power consumers including the power consumers a1 to a3, b1 to b3 and a state of the battery 108 , Further, when the power supply system is substantially constant in voltage, the generated electric current may correspond to a magnitude of the electric power generation (requested electric power generation) that is requested. Furthermore, a current sensor is provided for detecting an electrical charge and discharge current of the battery 108 In this way, a charged and discharged electric power of the battery 108 capture.

The load control device 106a performs a distribution control of the power consumers a1 to a3. The load control device 106b performs a distribution control for the power consumers b1 to b3. Another load control device similarly performs distribution control for a plurality of power consumers. The load control devices 106a and 106b include operation switches (not shown) required for control and various sensors (not shown) such as current sensors for control. The load control devices 106a and 106b perform output controls and interrupt one to the load controllers 106a and 106b associated load in response to external input signals and output signals from the sensors.

The vehicle control device 113 transmits commands to the machine control device 103 and the air conditioning control device 121 on the basis of a state of a transmission device and the intentions of a driver. The intention of the driver is represented by a state of an ignition switch, a state of an air conditioning operation panel and, for example, a driving command. The drive command is transmitted from each of the external devices such as an accelerator pedal and a brake pedal.

According to the vehicle control device 113 commands transmitted controls the machine control device 103 the machine 101 , and the air conditioning control device 121 controls the air conditioning. The machine control device 103 and the air conditioning control device 121 transmit states of the machine 101 and the air conditioner to the vehicle control device 113 , Further, the vehicle control device calculates 113 a torque (driving torque) that corresponds to the torque that the machine 101 for generating the drive (propulsion) required for driving the vehicle.

The air conditioning control device 121 controls operation of the air conditioner, and in particular the compressor of the air conditioner. The air conditioning control device 121 Detects the speed of the compressor, where a signal is output to an external device to indicate the speed.

The operation of the system will be described below. In this embodiment, a requested engine torque is calculated. The requested engine torque corresponds to an engine torque required for the vehicle. The machine 101 is controlled to generate the engine torque in response to the requested engine torque. The requested engine torque (load torque value) is calculated, and the engine torque corresponding to the calculated requested engine torque is generated. This engine control system serves as a torque-based engine control system. Controllers for generating the engine torque corresponding to the requested engine torque may use well-known control methods.

The machine control may, for example, be an actuation mode ( Engine speed control mode). Specifically, the engine speed is controlled in conjunction with a feedback control at a predetermined level in the engine speed control mode. For example, the engine speed control mode may use idling speed control (ISC). Further, an engine torque corresponding to the requested torque is also generated in the engine speed control mode, so that the engine speed at a predetermined target value is simultaneously maintained.

Further description of setting the engine speed in the idle speed control will be given in detail.

An example of the engine speed control mode in the idle speed state will be described below with reference to FIG 2 described.

As described above, a control for generating the engine torque is performed according to the requested engine torque. The requested engine torque T0 corresponds to an engine load torque defined as the sum of the requested vehicle drive torque T1, the requested power generation torque T2, and the requested auxiliary device torque T3. The requested vehicle drive torque T1 corresponds to the requested torque for vehicle operation such as driving. The requested power generation torque T2 is the same as that for driving the electric generator 102 required torque. The requested auxiliary device torque T3 corresponds to a torque for driving an auxiliary device (auxiliary device, auxiliary device) such as the compressor 120 is required. The auxiliary device may also include a device other than the compressor 120 include. In this embodiment, the requested vehicle drive torque T1 includes a drive torque for an auxiliary device other than the compressor 120 is.

In this embodiment, the vehicle control device calculates 113 the requested vehicle drive torque T1, and outputs the requested vehicle drive torque T1 to the engine speed control block 223 in the machine control device 103 out. A power generation control block 221 in the line generation controller 105 calculates the requested power generation torque T2, and outputs the requested power generation torque T2 to the engine speed control block 223 in the machine control device 103 from. A compressor control block 222 in the air conditioning control device 121 calculates the requested auxiliary device torque T3, and outputs the requested auxiliary device torque T3 to the engine speed control block 223 in the machine control device 103 out. Other arrangements with respect to the controllers and the calculation blocks can be appropriately determined.

The engine speed control block 223 receives the requested power generation torque T2 and the requested auxiliary equipment torque T3. The engine speed control block 223 comprises a Aufsummereinrichtung 225 which adds up (summed) the requested power generation torque T2 and the requested auxiliary equipment torque T3 to calculate a total requested auxiliary device torque T2 + T3. The engine speed control block 223 gives the total requested auxiliary device torque T2 + T3 to a request speed calculation block 227 out. The request speed calculation block 227 also receives the requested vehicle drive torque T1 from the vehicle controller 113 , The request speed calculation block 227 adds the requested vehicle drive torque T1 and the total requested auxiliary device torque T2 + T3 to calculate the requested engine torque T0 (request engine torque). The request speed calculation block 227 calculates a requested speed ne on the basis of the requested engine torque T0. The requested rotation speed ne denotes an engine rotation speed suitable for the operation of the engine.

In this embodiment, the power generation control block calculates 221 also a requested speed ng on the basis of the requested power generation torque T2. The requested speed ng may be a preferred engine speed. The compressor control block 222 Also calculates a requested speed nh on the basis of the requested auxiliary device torque T3. The requested speed nh may also be a preferred engine speed. The respective requested rotational speeds ne, ng and nh become an engine rotational speed determination block 229 output.

The engine speed determination block 229 receives a vehicle state indicating the conditions (operating condition) of the vehicle, so that the engine speed determination block 229 an end request speed nf is determined on the basis of the vehicle state and the respective requested speeds ne, ng and nh. Of the Maschinendrehzahlendbestimmungsblock 229 gives the request speed nf to the idle speed control system (ISC) 231 out. The request speed nf serves as a setpoint of the feedback speed control (speed control).

A description will now be given of the operation of the request speed calculation block 227 , To ensure a margin (Temax - T0) of the engine torque, the request speed calculation block causes 227 an evaluation of whether it is necessary to increase the engine speed on the basis of a maximum engine torque Temax previously stored and the requested engine torque T0. The maximum engine torque Temax corresponds to a torque that can be generated at the current engine speed. The request speed calculation block 227 increases the requested speed ne when an increase in the speed is desired, and decreases the requested speed ne when a reduction in the speed is desired.

If the requested engine torque T0 is near (for example, over 90%) the maximum engine torque Temax at the current engine speed, then the torque margin for accelerating the vehicle is considered small. According to this condition, the driveability can be deteriorated. In this case, therefore, the engine speed for ensuring the torque margin for improving the driveability is increased. Conversely, if the requested engine torque T0 is significantly smaller than the maximum engine torque Temax at the current engine speed, fuel consumption is degraded due to an increase in mechanical losses. In view of these tendencies, the request speed calculation block operates 227 the requested speed ne.

The following is a description of the operation of the engine speed determination block 229 , The engine speed determination block 229 selects a maximum value of the requested speeds ne, ng, and nh entering the engine speed end determination block 229 be entered. The engine speed determination block 229 indicates the maximum value of the respective requested rotational speeds ne, ng and nh as the final request rotational speed nf to the idling rotational speed control ISC 231 the machine or transmission control device. Further, the engine speed determination block determines 229 Limits such as upper and lower limits of the end request speed nf based on the state of the vehicle.

According to this embodiment, the vehicle state indicates a condition where the vehicle stops with a torque converter and the shift position of the vehicle is in the area D, for example. The engine speed determination block 229 limits the engine speed from drastically increasing it in this vehicle condition. Therefore, a creep force can be prevented from reaching an unnecessary size. It can be prevented as a result that the vehicle suddenly starts due to the creeping force. The vehicle state may be a condition in which the vehicle is traveling around a road curvature. In this case, the engine speed is prevented from drastically changing, so that the vehicle is able to drive this turn safely.

The following is a description of the operation of the engine speed control in the power generation control block 221 as shown in 2 and with reference to 3 , As described above, the power supply controller calculates 105 a requested electric power (electric power generation) P corresponding to a magnitude of a required generated electric power, based on the states of the respective power consumers including the power consumers a1 to a3, b1 to b3 and a state of the battery 108 ,

The power supply control device 105 can calculate the current electric power P. The power supply control device 105 may serve as an electric power generation calculation unit.

The power generation control block 221 in the power supply control device 105 includes a torque calculation block 203 and a request speed determination block 205 , The torque calculation block 203 calculates the requested power generation torque T2, which is a requested torque for driving the electric generator, on the basis of the requested electric power P and an actual rotation speed N. The engine rotation speed is assumed to be the actual rotation number N, so that it designates the torque on a machine basis. The relationship between the requested power generation torque T2, the actual rotation speed N, and the requested electric power P is defined according to the following equation: T2 · 2πN = P / η where η is an efficiency of the electric generator 102 designated. The request power generation torque T2 is calculated in conjunction with this formula. The Demand Power Generation Torque T2 denotes the requested torque for electric power generation.

The following is a description of the operation of the request speed determination block 205 , The request speed determination block 205 performs an evaluation on whether or not to increase the engine speed on the basis of a maximum electric power generation (maximum generation, maximum generation) Pmax previously stored and demand electric power generation (requested electric power) P. The maximum generation Pmax denotes a power to which the electric generator is capable of generating in conjunction with the current engine speed. The current engine speed substantially corresponds to the speed of the electric generator (electric generator speed). In this operation, the request speed determination block increases 205 the requested rotation speed ng when an increase in the rotation speed is desired, and decreases the demand rotation speed ng when a reduction in the rotation speed is desired, such that a ratio of the maximum generation Pmax and the requested electric power P is controlled within a preferable range.

The calculation for regulating the request speed ng may be performed on the basis of a maximum electric power generation torque (maximum generation torque) Tmax instead of being based on the maximum generation Pmax and the requested electric power P. The maximum generation torque Tmax is calculated by replacing the maximum generation Pmax and an engine rotation speed N with the following formula: Tmax · 2πN = Pmax / η.

The maximum generation torque Tmax denotes a torque at which the electric generator is capable of generation at the engine speed. It is evaluated whether the engine speed should be increased, so that a ratio of the request power generation torque T2 and the maximum generation Pmax falls within a preferable range. The requested speed ng is increased when an increase in the speed is desired. Furthermore, the requested speed ng is reduced when the reduction of the speed is desired.

Further, when the request power generation torque T2 is in the vicinity of (for example, over 90%) the maximum generation torque Tmax at the current engine speed, an increase in the requested rotation speed ng is requested. On the other hand, when the request power generation torque T2 decreases below a predetermined ratio (for example, over 30%) relative to the maximum generation torque Tmax at the present engine speed, it is requested to decrease the requested rotation speed ng.

The following is a description of the operation of the engine speed control in the compressor control block 222 as shown in 2 and with reference to 4 ,

The compressor control block 222 Being in the air conditioning control device 121 includes a torque calculation block 213 and a request speed determination block 215 , The torque calculation block 213 calculates the requested auxiliary device torque T3, for example, a requested torque (request torque) for driving the compressor 120 is. The engine speed is assumed to be the actual speed for indicating the torque on the machine base. A torque required to drive a rotating machine such as the compressor 120 has a positive relationship (correlation) to the speed. The torque can thus be related to a previously stored data map, in conjunction with the engine speed N, that of a speed of the compressor 120 (Compressor speed) corresponds. For example, since the temperature is subject to change, the torque for driving the compressor is also variable. The torque varies depending on a volume ratio in a variabledisplacement compressor. Further, the request assist torque T3 can be accurately calculated taking the temperature and the volume ratio into consideration.

The following is a description of the operation of the request speed determination block 215 , The request speed determination block 215 requests the engine speed in conjunction with a requested drive level D of the compressor 120 in such a way that the engine speed corresponds to the compressor speed. The requested drive level D is determined by the air conditioning control device 121 Are defined. If, for example, an increase in the cooling capacity is requested during a cooling operation of the air conditioning system, the engine speed is calculated, or reference is made to a previously stored data map in such a way that the compressor speed is sufficient to produce the cooling capacity. The request speed determination block 215 Thus, it outputs a requested speed nh according to the requested engine speed.

An operation at an engine speed for performing power generation control will be described below with reference to FIGS 5 and 6 described. In the 5 and 6 respectively, the abscissa denotes a generation torque ratio R. The generation torque ratio R is calculated by dividing the request power generation torque T2 by the maximum generation torque Tmax. In the 5 and 6 each ordinate axis denotes the requested speed ng. Another ratio may be defined on the basis of the electric power (electric power) as described above, similarly to the calculation of the generation torque ratio r.

As shown by a dashed line to indicate a transition in the requested speed ng in 5 When the generation torque ratio r increases to 90%, the requested rotation speed ng increases from 600 rpm to 800 rpm. On the other hand, if the generation torque ratio r falls to 30%, the requested rotation speed ng will decrease from 800 1 / min to 600 1 / min. If the generation torque ratio r is increased to 90% at 600 rpm, then the generation torque ratio r is requested to increase to 800 1 / min. In this condition, as shown by the dashed line, the generation torque ratio r decreases from 90% to 70% as the number of revolutions changes from 600 rpm to 800 rpm. Thus, the torque required for power generation decreases as the speed changes from 600 rpm to 800 rpm. The speed 600 rpm is set as the basic speed at which electricity can be distributed to the power consumers under a normal condition. The 800 rpm speed is set as a speed at which electricity is simultaneously applied to a larger number of power consumers (see 1 ) can be distributed.

According to a in 6 As shown, the requested speed ng is changed to three states. If the requested rotational speed n is set in a plurality of states in such a manner, an unpleasant impression on the part of the driver can be avoided, and further, fuel economy can be improved.

Hereinafter, a description will be given of a first example of power generation control with reference to FIG 7 , In this power generation control, the example of the two-state control of the engine speed as shown in FIG 5 at the request speed determination block 205 as shown in 3 applied.

First, in step S100, the total power consumption of the power consumers and the battery 108 to calculate the requirement electric power (electric power generation) P. In particular, the sum of the power consumption of the respective power consumers is calculated, this being the power consumers a1 to a3, b1 to b3, as well as the electrical charging and discharging power of the battery 108 includes, so that the requested electric power P is calculated. In a subsequent step S102, the maximum generation Pmax of the current engine speed is related to a previously stored data map, so that the generation torque ratio r is calculated by substituting the calculated requested electric power P and the maximum generation Pmax into the following equation: r = (P / Pmax) × 100%.

Subsequently, in step S104, it is evaluated whether the generation torque ratio r is equal to or greater than 90%. If the generation torque ratio r is equal to or greater than 90%, the process proceeds to step S106, in which an increase in the requested rotation speed ng is requested. In particular, for example, the requested speed ng is increased by one rank. On the other hand, if the generation torque ratio r is less than 90%, the process proceeds to step S108, in which processing is performed to determine whether the generation torque ratio r is equal to or smaller than 30%. If the generation torque ratio r is greater than 30%, the process goes to step 110 in which the current speed is required. The current speed is thus maintained. Further, if the generation torque ratio r is equal to or smaller than 30%, the process proceeds to step S112 in which a decrease in the requested rotation speed ng is requested. This means that the requested speed ng is reduced by one rank, for example.

It is evaluated in a subsequent step S114 whether the requested speed ng is within the upper and lower limits. If the requested speed ng is outside the upper and lower limits, then the requested speed ng is corrected to be equal to the upper and lower limits, and thus the requested speed ng can be determined as a final value. In step S116, the requested speed ng becomes the engine speed control block 223 output. The upper and lower limits of the requested rotational speed may be changed depending on the shift position or the like.

Hereinafter, a description will be given of a second example of a power generation control, which by means of Request speed determination block 205 ( 3 ) with reference to 8th is described. In this example, instead of the generation torque ratio r, in the 7 For example, the requested electric power (electric power generation) P is processed. As shown in 8th In this example, steps S102, S104, and S108 become 7 changed to steps S102 ', S104' and S108 '. Specifically, in this example, the requested electric power P is calculated instead of the generation torque ratio r = (P / Pmax) × 100%. In this example, the requested speed ng is determined in conjunction with the requested electric power P. If the requested electric power P is equal to or larger than a threshold value of, for example, 1200 W in step S104 ', then the process proceeds to step S106 in which the requested rotation speed ng is increased. In this case, for example, the requested speed ng is increased by one rank. If, in step S108 ', the requested rotation speed ng is equal to or smaller than another threshold value, such as 800 W, the process proceeds to step S112, where the requested rotation speed ng is decreased. This means that the requested speed ng is reduced by one rank, for example.

If the requested electric power P is small, then a margin (Pmax-P) becomes sufficiently large to accommodate a further rapid increase in electric power generation, even if the maximum generation Pmax is small. Alternatively, if the requested electric power P is large, the margin (Pmax-P) becomes small, and thus it is difficult to adapt to another rapid increase in the electric power generation unless the maximum generation Pmax increases. In view of these tendencies, the engine speed control is performed in such a manner that the electric power can be sufficiently supplied to the battery and the power consumers while ensuring a margin of the electric power. Therefore, a lossy increase in the rotational speed can be avoided.

According to a in 9 exemplified control is the two-stage control in a similar manner as the control of 5 applied in the second example. According to an example control in the illustration of FIG 10 is the three-stage control in a similar way as the control in 6 applied in the second example. As shown in 11 For example, the requested electric power P and the requested rotation speed ng may be changed in a predetermined range in a corresponding manner to each other. In particular, the control can be performed by converting Pmax and P, the electric power parameters according to 8th are in torque parameters as described above. Further, the requested electric power P may include only the power consumption of the power consumer, excluding the electric charging and discharging power of the battery.

A description will now be given below of the third example of the engine speed control block 223 with reference to 12 ,

First, in step S200, the requested power generation torque T2 and the requested auxiliary device torque T3 are stored. In subsequent step S202, the requested vehicle drive torque T1 is stored. Thereafter, in step S204, the requested torques T1, T2, and T3 for calculating the requested engine torque T0 (request engine torque) are added. After that, in step S206, an evaluation is made as to whether the requested engine torque T0 is equal to or greater than 90% of the maximum engine torque Temax. If the requested engine torque T0 is equal to or greater than 90% of Temax, then the flow proceeds to step S208 in which an increase in the requested rotational speed ne is requested. In particular, for example, the requested speed ne is increased by one rank. If the requested engine torque T0 is equal to or greater than 90% of Temax, the process proceeds to step S210, where an evaluation is made as to whether the requested engine torque T0 is equal to or less than 30% of the maximum engine torque Temax. If the requested engine torque T0 is greater than 30% of Temax, then flow proceeds to step S212 where the current requested speed ne is requested. If the requested engine torque T0 is equal to or smaller than 30% of Temax, the process proceeds to step S214, in which a reduction in the requested rotational speed ne is requested.

In particular, for example, the requested speed ne is reduced by one rank.

Thereafter, in a step S216, a comparison is made between the requested rotation speed ng in the power generation control, a requested rotation speed nh in the auxiliary device control, and the requested rotation speed ne, so that the largest value of ng, nh, and ne is selected. Thus, in step S216, states of the electric generator and the auxiliary device or the auxiliary device are evaluated or processed. In step S218 it is further evaluated whether one of the requested speeds (speeds) ng, nh and ne within upper and lower limits. If one of the requested speeds ng, nh and ne is outside the upper and lower limits, then the requested speed ng, nh and ne are corrected to be in accordance with the upper and lower limits, so that the requested speed nf is determined as a final value. In a step S220, the requested rotational speed nf is set as a target value for the feedback control of the idling rotational speed.

The following is a description of defining the upper limit of the requested speed. The upper limit of the requested speed is determined to limit the creep torque caused by the torque converter in the vehicle. The creep torque corresponds to the wheel drive torque transmitted to a wheel via the torque converter.

A wheel drive torque transmitted to the wheel in the idle state is a function of engine speed and gear ratio, i. H. is related to this. Thus, preferably, the requested speed can be set such that the wheel drive torque (creep torque) does not become larger than a predetermined threshold. The wheel drive torque is determined based on the requested speed and the transmission ratio of the powertrain or transmission.

(Modified example)

The following is with reference to 13 and 14 a description of a power generation control according to a modified example of the above-mentioned embodiments. In this modified example, the engine speed (engine speed) is changed in response to a request to change the engine speed in the power generation control. This requirement is met by the power generation control as shown in FIGS 7 or 8th causes. As shown in 13 is performed by the power supply control device in step S300 105 an evaluation of whether the change of the engine speed has actually been completed in the above-described engine speed control. If the change has actually been completed, then, in step S302, the power supply controller changes 105 an authorized torque and transmits the authorized torque to the electric generator control device 104 , The power supply control device 105 causes authorization using the authorized torque, which is a power generation torque depending on the maximum generation Pmax corresponding to a new engine speed. The authorized torque is an engine torque component calculated from the maximum generation Pmax and the engine speed and that generated by the electric generator 102 can be included.

As shown in 14 receives the power supply control device in accordance with step S400 105 the authorized (approved or permitted) torque. In step S402, the power supply control means 105 an electric power generation according to the requested power generation torque T2 in the range of the received allowable torque. Even if the requested rotational speed ne is changed, according to this embodiment, the electric generator control device changes 104 not a state of electric power generation unless an associated allowable torque is changed in association with a change in the actual speed. With respect to the requested power generation torque T2, it can be prevented from being increased to a value greater than the allowable torque before the engine speed in the electric power generation is changed.

(Modified embodiment)

In this modified embodiment, the required electric power P is a power consumption of the respective power consumers including the power consumers a1 to a3 and b1 to b3. Alternatively, the requested electric power P is the electric charge and discharge power of the battery 108 , which is added to the power consumption of the respective power consumers including the power consumers a1 to a3 and b1 to b3.

As shown in 15 is a power generation facility 130 with the power supply system in addition to the electric generator 102 connected. According to this structure, the requested electric power generation for the electric generator 102 not calculated correctly. Therefore, a thermal or optical vehicle-mounted power generation device may be used in the power supply system as a power generation device.

In this modified embodiment, the requested electric power P is determined as a quantity calculated by subtracting a generated power of the power generation device 130 from the power consumption of the respective power consumers including the power consumers a1 to a3 and b1 to b3, or the added electrical charging and Discharge capacity of the battery 108 , It is thus possible to further correctly calculate the requested electric power generation that is equivalent to the requested electric power P.

The engine speed controller may be applied to an engine speed controller disposed in the vehicle power management system. The vehicle energy management system can be the machine control device 103 , the generator control device 104 and the auxiliary device control device 121 include. The machine control device 103 controls the machine that powers the electric generator 102 and the auxiliary device or the auxiliary device 120 drives. The machine generates the driving energy. The generator control device 104 controls the electric power generation of the electric generator 102 that is the electricity of the battery 108 and the power consumers a1, a2, a3, b1, b2 and b3 supplies. The auxiliary device control device 121 controls the drive state of the auxiliary device 120 , and performs a feedback control of the engine speed as an output parameter of a target value based on a predetermined input parameter.

The engine speed control in which the engine speed is set to the target value, for example, is applied to the idle speed control. However, the engine speed control is not limited to an application in the idle speed control. Rather, for example, the vehicle engine can also be provided in a machine vehicle and a hybrid vehicle. The machine vehicle includes only one machine as the driving power source. The hybrid vehicle, however, includes a machine and a battery 108 as driving power sources. Some types of hybrid vehicles other than the full parallel constructions may be able to adjust the engine speed regardless of the driving condition.

In the engine speed control in which the engine speed is set at the target value, the target value may be changed depending on a predetermined input parameter exclusive of the above parameter in the above embodiments. In this case, a change in the target value corresponding to the input parameter may further be superimposed in the engine speed control using the above parameter to the target value which is changed in accordance with the predetermined input parameter.

The engine speed controller may include the electric power generation calculation unit and the engine speed change unit. The electric power generation calculation unit calculates the requested value or the current electric power generation value of the electric generator 102 , The engine speed change unit requests an increase in the engine speed when a tendency toward a lack of power generation is determined on the basis of the requested value or the current value of the electric power generation. The engine speed change unit requests an increase in engine speed when a tendency toward excessive margin in power generation is determined.

The electric power generation represents a magnitude of a generated electric power. The electric power generation may also represent a generated current when the voltage is constant. The mechanical output of the machine can be calculated by dividing the generated electrical power by the efficiency of the electric generator 102 be calculated. The load torque (absorbed torque) of the electric generator 102 or the machine 101 can by dividing the mechanical output by the speed of the electric generator 102 or the machine 101 be calculated. The electric power generation can be represented by these values (parameters).

In the engine speed control in which the engine speed is set at the target value, the target value is changed depending on a state of the electric generation. For example, the engine speed is increased when a condition of a lack of power generation or a tendency direction of a lack of power generation is determined. In this case, the engine speed is increased if a defect is expected. The engine speed is reduced when a state of excessive generation power or a tendency toward excessive margin in power generation is determined. In particular, the engine speed is reduced when an oversize is expected.

For example, the maximum generation Pmax that the electric generator has 102 can generate a close positive correlation with engine speed. For example, the engine speed is increased in a state of lack of power generation, and the engine speed is reduced in a state of excessive margin in the power generation, so that the latitude of power generation can be adequately ensured without lossy, the engine speed is increased, which causes a deterioration of fuel consumption. Further, such increase or decrease of the engine speed can be easily achieved by changing the target value.

In a known engine speed control such as idle speed control, the engine speed may not be changed in conjunction with a state of excess or lack of generated power. The known engine speed control may thus have the disadvantage that a generation power (generation capacity) may become short of the idle speed control state. The voltage of a power supply system can thus become low, and a battery can be discharged to a considerable extent. In the above embodiments, on the contrary, these problems can be eliminated while suppressing an increase in fuel consumption.

The engine speed change unit may store a relation between the requested value and the current value of the electric power generation. The engine speed change unit may request a change in the engine speed on the basis of the requested value or the current value of the calculated electric power generation and the relationship.

If the electric power generation is small, then in particular the absorbed torque of the electric generator 102 also small. If, however, the electric power generation is large, then also the absorbed torque of the electric generator 102 large. The maximum generation Pmax, which is the electric generator 102 has a close positive correlation with the speed (generator speed) of the electric generator 102 on.

Thus, the electric power generation is large, and increases the absorbed torque of the electric generator 102 Then, a lack of power generation can be prevented by increasing the engine speed to improve the maximum generation Pmax of the electric generator 102 , Further, the electric power generation is small, and decreases the absorbed torque of the electric generator 102 , then excessive power generation can be reduced and associated losses can also be reduced by reducing the engine speed to reduce the maximum generation Pmax of the electric generator 102 ,

The engine speed change unit may request an increase in the engine speed when the requested electric power P is large. The engine speed change unit may request an increase in the engine speed when the requested electric power P is small.

In particular, the generation capacity is increased or decreased by increasing or decreasing the engine speed in conjunction with the requested electric power P instead of the actual electric power generation. In case of a large demand for electric power generation, the engine speed is increased to increase the maximum generation Pmax of the electric generator 102 , Thus, a lack of power generation can be avoided or limited. In the case of a small demand for electric power generation, moreover, the engine speed is reduced to reduce the maximum generation Pmax of the electric generator 102 , An excessively large generation capacity can thus be reduced, so that associated losses can also be reduced.

The requested electric power generation may represent the electric power generation provided by the electric generator 102 be required in the vehicle arranged power generation system. The requested electric power generation can be calculated in different ways as described below. The actual electric power generation may be the product of the output voltage and the output current (generated current) of the electric generator 102 be calculated. The actual electric power generation can also be roughly calculated by various calculation systems.

The engine speed change unit may request an increase in the engine speed when the ratio of the requested value or the current value of the electric power generation to the current maximum generation Pmax of the electric generator 102 greater than a predetermined range. The current maximum generation Pmax of the electric generator 102 corresponds to the current engine speed. The engine speed change unit may request a reduction in the engine speed when the ratio of the requested value or the current value of the electric power generation to the maximum generation Pmax is smaller than the predetermined range.

A power generation ratio is obtained by dividing the current electric power generation by the maximum generation Pmax calculated. The engine speed may be regulated based on the power generation ratio to adequately ensure the margin of power generation. In this process, the latitude of the power generation can be constantly prevented from being excessive or deficient. In the above calculation of the power ratio, the current electric power generation may be replaced with a predictive value of the electric power generation in the near future.

The engine speed change unit may request an increase in the engine speed when the ratio of the requested electric power P to the maximum generation Pmax is larger than a predetermined range. The engine speed change unit may request a reduction in the engine speed when the ratio of the requested electric power P to the maximum generation Pmax is smaller than the predetermined range.

In this process, the power generation ratio is calculated based on the requested electric power P. It is therefore possible to protect the power generation from a shortage by a delay in the change of the engine speed. It is thus possible to quickly respond to a change in the requested electric power P to change the margin of power generation. Therefore, the control responsiveness can be improved.

The requested electric power P may be the electric power required by the power consumers a1, a2, a3 and b1, b2 and b3. The requested electric power P may thus be a total value of the electric power (power consumption) required for supplying to the selected power consumers. The requested electric power P can be calculated here in a simple manner and accurately.

The requested electric power P may be the electric power required by the power consumers a1, a2, a3, b1, b2, and b3, and the electric power for charging and discharging the battery 108 , The electrical power for charging and discharging the battery 108 denotes a current value of the electric charging and discharging power of the battery 108 , The electrical power for charging and discharging the battery 108 may represent a predicted value of electric power in the near future. The electrical power for charging and discharging the battery 108 may represent a detected value having a correlation thereto, or may be a calculated value. In these measures, the maximum generation Pmax can be controlled by controlling the engine speed on the basis of the electric power generation in consideration of the charging and discharging of the battery 108 be set. Therefore, the margin of power generation can be maintained within a reasonable range, even if the battery 108 loaded and unloaded to a considerable extent. In general, the charge and discharge of the battery 108 vary depending on the voltage of the power supply system. The remaining capacity of the battery 108 is normally maintained in a predetermined range. It is therefore possible to apply a known power generation control system that performs the power generation control to the remaining capacity of the battery 108 and maintain the terminal voltage at a particular level.

The power generation facility 130 Can be separated from the electric generator 102 be provided for supplying electricity to the battery 108 and the power consumers a1, a2, a3, b1, b2 and b3. The requested electric power P can be the sum of the power consumers a1, a2, a3, b1, b2 and b3 and the electric power for charging and discharging the battery 108 be. The requested electric power P can be obtained by subtracting the generated electric power of the power generation device 130 are calculated from the electric power required by the power consumers a1, a2, a3, b1, b2 and b3. Further, solar cells arranged in the vehicle, thermoelectric generators, exhaust gas generators and the like may be provided as the power generation means. In this case, the margin of power generation can be accurately maintained within a reasonable range even if the power generation device other than the engine drive generator such as the electric generator is provided 102 is.

An auxiliary device drive torque calculation unit may be further provided. The auxiliary device drive torque calculation unit may obtain the requested value or the current value of the drive torque for the auxiliary device 120 calculate (the auxiliary device). The engine speed change unit may request an increase in the engine speed when a tendency toward a lack of power generation or a tendency toward a lack of engine torque based on the requested value or the current value of the auxiliary drive torque and the requested value or the current value of the electric power generation becomes. The engine speed change unit may request a reduction in engine speed if there is a tendency toward an oversized one Power generation margin and a tendency toward excessive margin at which engine torque is determined.

In this operation, when the engine speed control for setting the engine speed is performed on the target value, the engine speed becomes dependent on a magnitude of the drive torque of the auxiliary machine 120 , performed in addition to the engine speed control based on the electric power generation. In particular, the engine torque has a close positive correlation with engine speed. When the auxiliary drive torque increases, the engine torque may be deficient. Under this condition, the engine speed is increased. When the auxiliary equipment driving torque decreases, the engine torque may become very large. Under this condition, the engine speed is reduced.

In this operation, the generating capacity (capacity) of the electric generator 102 can be adequately ensured, and the latitude of the engine torque can also be adequately ensured without increasing the engine speed in a high-loss manner. Thus, a fuel consumption can be limited. This margin of engine torque can be calculated by dividing an actual engine torque by the maximum engine torque Temax that can be currently generated. Therefore, a lack of power generation, ie, insufficient power generation, can be avoided, so that the drivability is improved and the drive power for the auxiliary equipment 120 is ensured.

For example, in a known engine speed control as in the case of idle speed control, a change in idle speed is instructed in consideration of an interruption of the auxiliary equipment such as a compressor for an air conditioner. However, in this known engine speed control, the engine speed is changed without determining a shortage or an excess of engine torque due to a change in the auxiliary drive torque. Consequently, this known engine speed control can be lossy.

In the present engine speed control as described above, on the contrary, at least the auxiliary equipment driving torque is calculated. A situation is evaluated on the basis of at least the engine torque at which the engine torque is deficient or excessive. The engine speed is regulated on the basis of the situation where the engine torque is deficient or oversized. The engine torque is consumed continuously as drive power generation torque, as generator drive torque, and as auxiliary drive torque. The drive power generation torque may be a predetermined mechanical loss in an idle state. The requested engine torque may thus be estimated on the basis of the sum of the generator drive torque corresponding to the electric power generation and the auxiliary drive torque. The maximum engine torque Temax that can be generated has a close positive correlation with engine speed. Therefore, the engine torque can be adequately generated by setting an optimum engine speed based on the requested engine torque.

The engine speed control device in the above-described embodiments may include an engine torque calculation unit. The engine torque calculation unit calculates the requested value or the current value of the output torque of the engine 101 (Torque output). The engine speed change unit may request an increase in engine speed when a tendency toward a shortage of the engine torque is determined based on the requested value or the current value of the engine torque. The engine speed change unit may request a reduction in the engine speed when a tendency toward an excess of the margin of the engine torque is determined.

In this case, when the engine speed control for setting the engine speed is performed on the target value, the target value is changed in association with a situation in which the engine torque is deficient or excessive. In particular, if the engine torque is deficient or lacking, or if a shortage in engine torque is expected, then the engine speed is increased. If the engine torque is excessive, or if an excessive value of the engine torque is expected, then the engine speed is reduced.

In particular, the engine torque has a close positive correlation with engine speed. Thus, the engine speed can be stably maintained in a preferable range by regulating the engine speed in conjunction with a situation where the engine torque is poor or is oversized. Significant losses can thus be reduced, so also prevents the electric generator 102 and the auxiliary device 120 are insufficiently driven. Further, the margin of engine torque, which is calculated by dividing the actual engine torque by the maximum engine torque Temax, can be adequately ensured. The power generation can therefore be maintained, so driveability can be improved. Further, the auxiliary drive power can be maintained without upsetting the engine speed in a lossy manner. It can also be prevented that the fuel consumption deteriorates.

For example, in a known engine speed control such as idle speed control, a change in the idling speed of an engine is instructed in consideration of turning off an auxiliary equipment such as a compressor for an air conditioner. However, in this known engine speed control, the engine speed is changed without determining a shortage or an excess of engine torque due to the change in the auxiliary machine drive torque. As a result, the known engine speed control can be made lossy.

In contrast, the present engine speed control as described above increases or decreases the maximum engine torque Temax by regulating the engine speed on the basis of the result of the calculation and the determination of the situation where the engine torque is deficient or excessive. Generally, the engine torque is consumed steadily as the vehicle power generation torque, the generator drive torque, and the accessory drive torque. However, the vehicle power generation torque may be equivalent to a specified mechanical loss in the idle state. Thus, the requested engine torque may be estimated on the basis of the sum of the generator drive torque corresponding to the electric power generation and the auxiliary drive torque. Furthermore, the maximum engine torque Temax that can be generated has a close positive correlation with the engine speed. The engine torque can thus be adjusted appropriately by setting an optimum engine speed based on the requested engine torque.

The engine speed change unit may store a relationship between the requested value or the current value of the engine torque and the engine speed. The engine speed change unit may request a change in the engine speed on the basis of the requested value or the current value of the calculated engine torque and the relationship. In general, the engine speed and the maximum engine torque Temax have a close positive correlation with each other. Thus, if the calculated engine torque is large, then the engine speed is correspondingly increased to suppress a decrease in a margin rate of the engine torque. This margin rate of engine torque can be calculated by the following equation: ((maximum engine torque Temax - engine torque) / maximum engine torque Temax).

If the calculated engine torque is small, then the engine speed is correspondingly reduced to suppress an increase in the travel rate. Therefore, the margin rate of the engine torque can be adequately ensured while unnecessary losses are reduced. The engine speed can be quickly increased by ensuring the clearance rate, for example, when the vehicle is accelerated, so that the drivability can be further improved.

The engine speed change unit may request an increase in the engine speed when the ratio of the requested value or the current value of the engine torque to the current maximum engine torque Temax corresponding to the current engine speed is greater than a predetermined range. The engine speed change unit may request a reduction in the engine speed when the ratio of the requested value or the current value of the engine torque to the current maximum engine torque Temax is smaller than the predetermined range.

With these measures, additional engine power generating efficiency can be adequately ensured by regulating the engine speed in association with the ratio (typically the engine torque travel rate) of the current engine torque to the maximum engine torque Temax. A predicted value of engine torque in the near future may be substituted for the current engine torque. In this measure, the engine speed can be increased rapidly in an acceleration operation, even if the engine torque is small, while a Increase in fuel consumption due to a lossy increase in engine speed is suppressed. Therefore, the latitude of electric generation can be steadily prevented from being deficient or oversized.

The engine speed change unit may request a change in engine speed based on the request for a change in engine speed based on the requested value or the current value of the engine torque and on one of the values: the request for a change in engine speed requested on Value or the present value of the electric power generation, and the request for a change in the engine speed based on the requested value or the current value of the auxiliary drive torque.

In this measure, the engine speed can be finally set on the basis of at least one of: the demand for a change in the engine speed in connection with a situation where the electric power generation is deficient or excessive; the request for a change in the engine speed in connection with a situation in which the auxiliary drive torque is deficient or oversized; and the request for a change in engine speed by the engine. The request for a change in the engine speed may be, for example, a request for increasing the cooling air volume. For example, the engine speed is changed on the basis of the result of a logical operation of the respective requests for a change in the engine speed. It is therefore possible to advantageously accommodate or meet a requirement of an overall system that generates and receives the engine torque.

The engine torque change unit may restrict a change in engine speed to be less than a predetermined upper limit while the engine is idling. It is thus possible to limit a situation in which the engine speed increases in an idling operation, which would consequently be incompatible with the driver and uncomfortable for him. Further, the vehicle can be prevented from moving due to an increase in creep in the torque converter. The idling operation may include not only the vehicle stop state but also a creep condition in which the vehicle is traveling at a low speed due to the torque transmitted to the wheels via the torque converter.

The engine speed change unit may change a change in the upper limit in conjunction with the gear ratio of the transmission device connected to the engine. In particular, the creep torque transmitted to the wheel becomes large at a high gear transmission ratio. In this case, the upper limit of the engine speed is set lower. The creep torque transmitted to the wheel becomes small at a small gear transmission ratio. Under this condition, the upper limit of the engine speed is set higher. It is thus possible to increase a range in which the engine speed is regulated while suppressing the influences of creep torque. Further, the P region, i. H. the parking state in which the transmission transmission ratio is assumed to be zero is regarded as one of the transmission ratios of the transmission device. Since a creep condition is not generated in the P range, it does not affect whether the upper limit of the engine speed is set higher than the setting in the D range.

The machine control device 103 may calculate an allowable torque (authorized torque), which is a consumption torque, in the range of the engine torque, wherein the allowable torque to the generator control device 104 or the auxiliary device control device 121 is transmitted. The generator control device 104 or the auxiliary device control device 121 can absorb the engine torque in the range of the received allowable torque. The machine control device 103 may change the engine speed by serving as the engine speed change unit in conjunction with the request for the change of the engine speed. Thereafter, the machine control device 103 the change in the allowable torque corresponding to the changed engine speed to the generator control means 104 or the auxiliary device control device 121 transfer. In this measure, the electric power generation, the engine torque or the auxiliary equipment driving torque is changed, for example, after the change of the engine speed is actually completed on the basis of the request for the change of the engine speed attributed to the request for the change in the electric power generation or the engine torque , It is therefore possible to limit a shortage in engine torque and a shortage of electric power generation caused by restricting the maximum engine torque Temax.

In the above embodiments, a present value (present assist torque) T3 of the assist torque for the requested assist torque T3 may be replaced. A current value (present engine torque) T0 may be substituted for the requested engine torque T0.

The above embodiments can be combined with each other in a corresponding manner.

It should be noted that the operations of the embodiments of the present embodiment have been described above as operations having a specific sequence of steps, however, further alternative embodiments including a variety of other sequences of these steps and / or additional steps not disclosed herein are considered to be within the steps of the present embodiment.

The present embodiments are not to be construed restrictive to these embodiments, but the embodiment may be realized by a combination of various measures in conjunction with known methods or equivalent measures.

In this case, various deviations and changes of various kinds are possible in the above embodiments without departing from the content of the present embodiment.

A machine control device 103 controls a machine 101 that is a generator 102 , an auxiliary device 120 and drives a vehicle. The generator 102 generates electricity and carries the electricity of a battery 108 and a variety of power consumers too. A generator control device 104 controls the generator 102 , An auxiliary device control device 121 controls the auxiliary device 120 , An electric power generation calculation unit 105 calculates a requested power generation P of the generator 102 and a current power generation P of the generator 102 , An engine speed change unit 229 performs an evaluation on a tendency of the power generation on the basis of one of the requested power generation P and the current power generation P. The engine speed change unit 229 requests an increase or decrease in engine speed when the engine speed change unit 229 determines that power generation tends toward a deficiency or oversize.

Claims (20)

An engine speed control device provided in a vehicle power management system including a machine control device ( 103 ), a generator control device ( 104 ), and an auxiliary device control device ( 121 ), wherein the machine control device ( 103 ) a machine ( 101 ) that controls a generator ( 102 ), an auxiliary device ( 120 ) and drives a vehicle, the generator ( 102 ) generates electricity and this electricity of a battery ( 108 ) and a plurality of power consumers (a1, a2, a3, b1, b2, b3), the generator control device ( 104 ) the generator ( 102 ), the auxiliary device control device ( 121 ) the auxiliary device ( 120 ), and the engine rotational speed control means performs a feedback control such that the engine rotational speed substantially coincides with a target value, the engine rotational speed control device being characterized by: an electric power generation calculation unit (16); 105 ) for calculating a requested power generation (P) of the generator ( 102 ), and an engine speed change unit ( 229 ) for evaluating a tendency of the power generation on the basis of the requested power generation (P), wherein the engine speed change unit ( 229 ) requests an increase in the engine speed when the engine speed change unit ( 229 ) determines that the power generation tends toward a deficiency, and the engine speed change unit ( 229 ) requests a reduction of the engine speed when the engine speed change unit ( 229 ) determines that the power generation tends to be excessive, the engine speed change unit ( 229 ) a first ratio of one of the requested power generation (P) and the current power generation (P) to a current maximum generation (Pmax) of the generator ( 102 ), wherein the current maximum generation (Pmax) corresponds to a current engine speed, the engine speed change unit (FIG. 229 ) requests an increase in the engine speed when the first ratio is larger than a predetermined range, and the engine speed change unit ( 229 ) requests a reduction in the engine speed when the first ratio is smaller than the predetermined range, wherein the engine speed change unit ( 229 ) calculates a second ratio of the requested electric power (P) to the maximum generation (Pmax), the engine speed change unit ( 229 ) requests an increase in the engine speed when the second ratio is larger than a predetermined range, and the engine speed change unit ( 229 ) requests a reduction of the engine speed when the second ratio is smaller than the predetermined range, and wherein the requested electric power (P) includes an electric power that is suitable for a plurality of power consumers (a1, a2, a3, b1, b2, b3 ) is required. The engine speed control apparatus according to claim 1, wherein the engine speed change unit ( 229 ) stores a relationship between the engine speed and one of the requested power generation (P) and the current power generation, and the engine speed change unit (FIG. 229 ) requests a change in engine speed based on one of the requested power generation (P) and the current power generation with reference to the relationship. The engine speed control apparatus according to claim 2, wherein the engine speed change unit ( 229 ) requests an increase in the engine speed when the requested electric power (P) is large, and the engine speed change unit ( 229 ) requests a reduction in engine speed when the requested electric power (P) is small. The engine speed control apparatus according to claim 1 or 3, wherein the requested electric power (P) is an electric power that is provided for the plurality of power consumers (a1, a2, a3, b1, b2, b3) and the electric power for charging and discharging the battery ( 108 ). An engine speed control apparatus according to claim 1 or 4, further comprising: power generating means (16); 130 ) for generating electricity and for supplying the electricity to the battery ( 108 ), and the plurality of power consumers (a1, a2, a3, b1, b2, b3), wherein the requested electrical power (P) may be one of the following values: a sum of the electric power that is available for the plurality of power consumers (a1, a2, a3, b1, b2, b3) and the electric power for charging. and discharging the battery ( 108 ), and subtracting them by the power generation device ( 130 ) are generated from the value calculated by the plurality of power consumers (a1, a2, a3, b1, b2, b3). The engine speed control apparatus according to any one of claims 1 to 5, further comprising: an auxiliary equipment drive torque calculation unit (16). 213 ) for calculating a value of a requested auxiliary device torque (T3) and a current auxiliary device torque (T3) of the auxiliary device ( 120 ), wherein the engine speed change unit ( 229 ) the tendency of one of the engine torque and the power generation on the basis of one of the requested auxiliary device torque (T3) and the present auxiliary device torque (T3) of the auxiliary device ( 120 ) and one of the requested power generation (P) and the current power generation (P) evaluates the engine speed change unit ( 229 ) requests an increase in the engine speed when the engine speed change unit ( 229 ) determines that one of the power generation and the engine torque tends toward a deficiency, and the engine speed change unit ( 229 ) requests a reduction of the engine speed when the engine speed change unit ( 229 ) determines that one of the power generation and the engine torque tends to be oversized. The engine speed control apparatus according to claim 6, wherein the engine speed change unit ( 229 ) requests a change in the engine speed based on a combination of any two of the following three actions: a request for changing the engine speed based on one of the requested engine torque (T0) and the current engine torque (T0), a request for changing the engine speed based on one of the requested power generation (P) and the current power generation (P) and a request for changing the engine speed based on one of the requested auxiliary device torque (T3) and the present auxiliary device torque (T3). A machine control apparatus according to any one of claims 1 to 7, wherein said engine speed change unit ( 229 ) limits a change in engine speed that is lower than an upper limit when the engine ( 101 ) is in an idle mode. The engine speed control apparatus according to claim 8, wherein the engine speed change unit ( 229 ) the upper limit depending on a current gear ratio of one with the machine ( 101 ) connected transmission device. An engine speed control device according to any one of claims 1 to 9, wherein the engine control device ( 103 ) calculates an allowable torque equal to or less than the engine torque, the engine control device ( 103 ) the permissible torque to one of the generator control device ( 104 ) and the auxiliary device control device ( 121 ) transmits a device from the generator control device ( 104 ) and the auxiliary device control device ( 121 ) receives the engine torque with the allowed torque, the engine control device ( 103 ) the engine speed change unit ( 229 ) for changing the engine speed in response to a request to change the engine speed, the engine control device ( 103 ) changes the allowable torque in accordance with a change in the engine speed, and the engine control device ( 103 ) the change of the permissible torque at one of the generator control device ( 104 ) and the auxiliary device control device ( 121 ) transmits. A control method characterized by the steps of: calculating a requested power generation (P) performed using a machine ( 101 ) for generating electricity driven generator ( 102 ), Evaluating the tendency of the power generation based on the requested power generation (P), requesting an increase in the engine rotational speed when it is determined that the power generation tends toward a deficiency, requesting a reduction in the engine rotational speed when it is determined that the power generation is in In the direction of an oversize and using the engine speed in conjunction with the request of the engine speed, the control method further comprises calculating a first ratio of one of the requested power generation (P) and the current power generation (P) to a current maximum generation (Pmax) of the Generator ( 102 ), wherein the current maximum generation (Pmax) corresponds to a current engine speed, requesting an increase in engine speed if the first ratio is greater than a predetermined range, requesting a reduction in engine speed if the first ratio is less than the predetermined range a second ratio of the requested electric power (P) to the maximum generation (Pmax), requesting an increase in the engine speed when the second ratio is greater than a predetermined range, and requesting a reduction in the engine speed when the second ratio is less than the predetermined one Range, and supplying an electric power to a plurality of power consumers (a1, a2, a3, b1, b2, b3), wherein the requested electric power (P) includes an electric power, for the plurality of power consumers (a1, a2 , a3, b1, b2, b3) is requested. A control method according to claim 11, further comprising the steps of: Storing a relationship between the engine speed and one of the requested power generation (P) and the current power generation (P), and Requesting a change in the engine speed on the basis of one of the requested power generation (P) and the current power generation (P) with reference to the relationship. A control method according to claim 12, further comprising the steps of: Requesting an increase in the engine speed when the requested electric power (P) is large, and Requesting a reduction in the engine speed when the requested electric power (P) is small. A control method according to claim 11 or 13, further comprising the steps of: supplying an electric power to a plurality of power consumers (a1, a2, a3, b1, b2, b3), and charging and discharging a battery ( 108 ), wherein the requested electric power (P) includes an electric power requested by the plurality of power consumers (a1, a2, a3, b1, b2, b3) and the electric power for charging and discharging a battery ( 108 ). A control method according to claim 11 or 14, further comprising the steps of: generating electricity for supplying the electricity to a battery ( 108 ) and the plurality of power consumers (a1, a2, a3, b1, b2, b3), and calculating the requested electrical power (P) by adding the electrical power available for the plurality of power consumers (a1, a2, a3, b1, b2, b3) to the electrical power for charging and discharging the battery ( 108 ). A control method according to any one of claims 11 to 15, further comprising the steps of: Calculating one of a requested auxiliary device torque (T3) and a current auxiliary device torque (T3) of an auxiliary device ( 120 ), Evaluating the tendency of one of the engine torque and power generation based on one of the requested auxiliary device torque (T3) and the present auxiliary device torque (T3) of the auxiliary device ( 120 ) and the requested power generation (P) and current power generation (P), requesting an increase in the engine speed when it is determined that one of the power generation and the engine torque is leaning toward a deficiency, and requesting a reduction in the engine speed when determined in that one of the power generation and the engine torque tends to be oversized. A control device according to claim 16, further comprising the steps of: Requesting a change in engine speed based on a combination of two of the following three requirements: Requesting a change in engine speed based on one of the requested engine torque (T0) and the current engine torque (T0), Requesting a change in engine speed based on one of the requested power generation (P) and the current power generation (P), and Requesting a change in engine speed based on one of the requested auxiliary device torque (T3) and the current auxiliary device torque (T3). A control method according to any one of claims 11 to 17, further comprising the step of restricting a change in engine speed to be less than an upper limit when the engine 101 ) is in an idle mode. A control method according to claim 18, further comprising the step of: setting the upper limit in accordance with a predetermined gear ratio of one with the engine ( 101 ) connected transmission device. A control method according to any one of claims 16 to 19, further comprising the steps of: calculating a permissible torque to be picked up by means of said generator ( 102 ) and the auxiliary device ( 120 ) within the engine torque, changing the engine speed in response to the request to change the engine speed, and changing the allowable torque in accordance with the change in the engine speed.

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